Apparatus for improving fuel efficiency and reducing emissions in fossil-fuel burning engines

ABSTRACT

A system for realizing improved fuel efficiency and reduced fuel emissions in an internal combustion engine. The system comprises a nano-jet filter includes a fuel channeling chamber having a set of aligned magnetic members such that the flow of fuel passes through a magnetic field created by the set of aligned magnetic members. The system further comprises a nano-jet saver, having a chamber equipped with additional sets of magnets in order to magnetize larger fuel molecules and traverse hyper magnet gradients. The purpose of using a hyper magnetic field is to change conventional fuel into “nano” fuel. Having fuel particles with a smaller diameter, both better fuel efficiency and reduced emissions are achieved as the fuel burns more completely and more cleanly. With any fossil-fuel internal-combustion engine, an operator can expect to see a reduction in emissions to the environment, fuel savings, and better performance while using an apparatus that consumes no external energy.

BACKGROUND OF THE INVENTION

Internal combustion engines powered by fossil fuels are highly prevalentin vehicles worldwide. As less-developed countries begin toindustrialize, fossil-fuel powered vehicles will become all the moreprevalent before newer technologies can impact the market. While by nomeans efficient, the internal combustion engine powered by fossil fuelsremains the easiest and cheapest alternative for generating energy topower a vehicle.

In a typical vehicle, the fuel and engine system typically includes agas tank for storing fuel prior to burning the fuel. Without gettinginto further details of the fuel system here, various devices may beimplemented along the fuel line to improve fuel efficiency and to reduceemissions when the fuel is consumed. Such devices include common fuelfilters, catalytic converters, electronic fuel injection systems, andthe like.

A large emphasis has been placed on the manufacturing of more efficientand cleaner burning fossil-fuel engines worldwide over the past severalyears. New technologies have included multiple electro injectionsystems, closed-loop computer-controlled systems, turbo-pressure boostsystems and other similar technologies. Each of these systems has takenthe manufacture of the automobile engine to a new level, but none ofthese particular systems have helped in any significant reductions ofemissions to the environment.

Expanding globalization of the automobile industry worldwide underscoresthe need for greater progress in the areas of internationalharmonization of automotive technical standards and certificationsystems for higher fuel quality. Improvements may include reducedexhaust emissions as well as higher fuel efficiency. In today'sautomotive industry, relatively few vehicles meet the mileage rating of“excellent” (i.e., over 40 miles per gallon (MPG)). For example, of allthe 2006 cars rated by the U.S. Environmental Protection Agency (EPA),only 1% achieved an “excellent” rating while 40% received a “poor”rating (i.e., under 20 MPG). MPG or find a simple measure ofmanufacturers' response to the need for more fuel-efficient cars whichmany transnational oversight committees will use to track the overallindustry performance on an annual basis. Clearly, a need exists for morefuel-efficient vehicles and vehicles with reduced emissions.

Furthermore, in less developed countries, fuel that is used in mostvehicles is dirty and contains a high level of particulates whichresults in even lower fuel efficiency and higher levels of emissions.Improving fuel efficiency and reducing emissions has been sought aftersince the invention of the internal combustion engine. As a result, manysolutions have been introduced over the years.

One such solution has been to use a vortex generator. A vortexgenerator, which is usually installed on the upstream side of the massairflow sensor, uses stationary veins or spinning blades to make inletair between an air cleaner in an intake manifold become excited like amini-tornado. This vortex mixes fuel more thoroughly with air, whichmeans the fuel will burn more completely in a combustion chamber. Aproblem with this solution, however, is the long length of intake tractdesigned to maximize a smooth airflow. Turbulence, coupled with therestricted airflow caused by the vortex generator can only reduce theamount of air that may enter into the manifold. As a result of less air,the engine is less powerful which is an unacceptable trade-off in manysituations.

Another efficiency and emissions solution has been to use an electronicengine ionizer fuel saver, which are sometimes referred to as capacitorblocks. These rubber blocks clip onto the spark plug wires near theplugs and are intended to carry a charge from a cylinder plug wire tothe electrodes of the other plugs. The charge then, theoretically,causes a partial breakdown of larger hydrocarbon molecules of the fuelin all of the non-firing cylinders which then results in increasedcombustion efficiency. However, empirical results show that very littleefficiency is achieved.

Yet another solution is to use vapor injectors. These devices takebreakdown typical fuel into “fuel vapor” before the fuel reaches theengine and then meter the fuel vapor back to the engine through apressurized control valve (PCV) vacuum line. In theory, the completeatomization of the fuel to its vapor phase should be achieved resultingin a more efficient burning. Fuel injected directly into the intakerunners through a fuel injector is supposedly less available forcombustion because at least some of the fuel droplets are still liquidand liquid doesn't burn as readily. The distribution of fuel through thevacuum tap may not necessarily meter the vaporized fuel equally to allcylinders. Those closer to the connection may receive more fuel thanthose farther away causing the closer cylinders to run rich. Even in abest case scenario of equal distribution, the fuel injection managementcomputer monitors the amount of oxygen in the exhaust and chokes theengine back to a proper fuel and air mixture ratio. As a result anyamount of vaporized fuel the device allows in would simply be subtractedfrom the amount the computer system normally dispenses anyway.

Finally, another solution proposes using an external magnet clamp-onsystem that creates a magnetic field around a fuel line to which thedevice is clamped. However, these external devices have not shown anyappreciable improvement in efficiency or emissions.

As with any industry using internal combustion engines, there exists aneed for higher fuel efficiency and reduced emissions when burningfossil fuels.

BRIEF DESCRIPTION OF THE DRAWINGS

The foregoing aspects and many of the attendant advantages of thisinvention will become more readily appreciated as the same become betterunderstood by reference to the following detailed description, whentaken in conjunction with the accompanying drawings, wherein:

FIG. 1 is a diagram of a fuel system for a fossil-fuel poweredinternal-combustion engine according to an embodiment of an inventiondisclosed herein;

FIG. 2 is a cutaway plan view of a first apparatus for improving fuelefficiency and reducing emissions in a fuel system according to anembodiment of an invention disclosed herein;

FIG. 3 is a cutaway plan view of a second apparatus for improving fuelefficiency and reducing emissions in a fuel system according to anembodiment of an invention disclosed herein; and

FIG. 4 is a cutaway plan view of a third apparatus for improving fuelefficiency and reducing emissions in a fuel system according to anembodiment of an invention disclosed herein.

DETAILED DESCRIPTION

The following discussion is presented to enable a person skilled in theart to make and use the subject matter disclosed herein. The generalprinciples described herein may be applied to embodiments andapplications other than those detailed above without departing from thespirit and scope of the subject matter disclosed herein. This disclosureis not intended to be limited to the embodiments shown, but is to beaccorded the widest scope consistent with the principles and featuresdisclosed or suggested herein.

By way of overview, an embodiment of the invention disclosed herein isdescribed in the following paragraphs. As such, one embodiment comprisesan apparatus, which is referred to as a nano-jet filter throughout thisdisclosure, for realizing improved fuel efficiency and reduced fuelemissions in an internal combustion engine when used in conjunction witha nano-jet. The apparatus includes a fuel inflow interface operable tocouple with a fuel line for the intake of fuel. The apparatus furtherincludes a fuel channeling chamber coupled to the fuel inflow interface,wherein the fuel channeling chamber is operable to direct the flow offuel through the apparatus. Within this chamber, the apparatus includesa set of aligned magnetic members such that the flow of fuel passesthrough a magnetic field created by the set of aligned magnetic members.Finally, the apparatus includes a fuel outflow interface operable tocouple to the fuel line to facilitate the flow of fuel from thechanneling chamber back to the fuel line. This apparatus will bereferred to as the nano-jet filter throughout the remainder of thisdisclosure.

The purpose of using a hyper magnetic field is to help facilitatechanging conventional fuel into “nano” fuel. That is, conventional fuelconsists of fuel molecule clusters as typically as large as 300nanometers in diameter. However, when conventional fuel is passedthrough a nano-jet system, the fuel molecule clusters are typicallyreduced to less than 3 nanometers in diameter. A system having anano-jet saver is designed to reduce the fuel consumption by allowingfor a more complete burning, which results from a more complete mixturebetween fuel molecules and oxygen in the engine. Fuel molecule aredecomposed to smaller fuel particles (whose diameter is typically lessthan 3 nanometer) by applying a magnetic field to larger fuel moleculeclusters and traversing a hyper magnet gradient when the fuel flowsthrough a nano-jet saver fuel chamber. The system is further improvedwith a nano-jet filter installed prior to nano-jet saver which absorbsferric granules that may be present in conventional fuel. Thus, thenano-jet filter purifies the fuel before entering the nano-jet saver, soas to improve the performance of the overall nano-jet system. Havingfuel molecules with a smaller diameter, both better fuel efficiency andreduced emissions are achieved as the fuel burns more completely andmore cleanly. With any fossil-fuel powered internal-combustion engine,an operator can expect to see a reduction in emissions to theenvironment, fuel savings, and better performance. Furthermore, thenano-jet system requires no external power source and, as such, consumesno additional energy during operation. The following figures betterillustrate embodiments of a nano-jet filter and nano-jet saver.

FIG. 1 is a diagram of a typical fuel system 100 for a fossil-fuelpowered internal combustion engine according to an embodiment of aninvention disclosed herein. The system 100 is not intended to be anexhaustive diagram of all aspects of a fuel system in for an engine, butrather to provide a context in which the subject matter disclosed hereinmay be embodied within a fuel system 100. The basic components of thefuel system are typically electronically coupled to an engine controlunit (ECU) 160 which is simply a computer or other control device forcontrolling the fuel system 100.

The fuel system 100 includes a fuel tank 110 suitable for holding anappropriate amount of fuel. Typically, a fuel pump 115 is disposed nearthe fuel tank 110 such that the fuel comp may draw fuel from the fueltank and dispense it through the fuel line 150 culminating at the engine135. Various styles and kinds of fuel pumps 115 may be realized here,but further detail will not be discussed.

The fuel system 100 may typically also include a fuel filter 120. Thefuel filter 120 may be disposed along the fuel line 150, either in theengine compartment or underneath the vehicle by the fuel tank 120. Thefuel filter 120 traps large foreign particles in the fuel and preventsthese large particulates from getting into the engine. As is known, withthe force of the fast up-and-down motion of the pistons, if any largeparticles manage to get in the fuel, this could cause some seriousdamage to the engine 135. A clean fuel filter 120 is important to theperformance of a vehicle's engine, however, small particulates stillmanage to get through and, while these small particulates do not causeas much engine damage, efficiency and emissions are still comprised.

The fuel system 100 may also typically include a fuel injection device130. Until the early 1980's many vehicles used carburetors to achievebetter fuel efficiency. With the advent of fuel injection systems,carburetors have virtually disappeared from the market. At first,carburetors were replaced with throttle body fuel injection systems(also known as single point or central fuel injection systems) thatincorporated electrically controlled fuel-injector valves into thethrottle body. These were almost a bolt-in replacement for thecarburetor, so the manufacturers did not have to make any drasticchanges to their engine designs.

Gradually, as new engines were designed, throttle body fuel injectionwas replaced by multi-port fuel injection (also known as port,multi-point or sequential fuel injection). These systems have a fuelinjector for each cylinder, usually located so that they spray right atthe intake valve. These systems provide more accurate fuel metering andquicker response.

When the injector is energized, an electromagnet moves a plunger thatopens the valve, allowing the pressurized fuel to squirt out through atiny nozzle. The nozzle is designed to atomize the fuel. That is, theinjector strives to make as fine a mist as possible so that it can burncleaner and more efficiently. The amount of fuel supplied to the engineis determined by the amount of time the fuel injector stays open. Thisis called the pulse width, and it is controlled by the ECU 160. Theinjectors are mounted in an intake manifold so that they spray fueldirectly at the intake valves. A pipe called the fuel rail suppliespressurized fuel to all of the injectors. In order to provide thecorrect amount of fuel for every operating condition, the ECU 160 has tomonitor a huge number of input sensors. Without going into furtherdetail, such sensors include a mass airflow sensor, one or more oxygensensors, a throttle position sensor, a coolant temperature sensor, avoltage sensor, and an engine speed sensor.

Disposed between the fuel filter 120 and the fuel injection device 130are a nano-jet saver 128 and a nano-jet filter 125. Together a nano-jetfilter 125 and a nano-jet saver 128 are sometimes called a nano-jet setor a nano-jet system. These devices function together to improve fuelefficiency and reduce emissions in an internal combustion engine.

A nano-jet saver 128 is a molecular breakdown device that may be used tofacilitate the changing of the size of fuel molecule clusters. Asdescribed above, a nano-jet saver 128 is capable of changing the size ofthese molecular clusters from an average of 300 nanometers in diameterto 3 nanometers in diameter. The nano-jet filter 125 is intended toprevent ferric granule and other impurities from entering into thenano-jet saver 128. A set of aligned magnets inside the nano-jet filter125 provides a means to protect the nano-jet saver 128 from medium-sizeto large-size particulates and thus prolong its working life to a largeextent. The operation of the nano-jet saver 128 is discussed in moredetail below with respect to FIGS. 3 and 4 while the nano-jet filter isdiscussed in more detail with respect to FIG. 2.

FIG. 2 is a cutaway plan view of a nano-jet filter 200 (i.e., thenano-jet filter 125 of FIG. 1) for improving the operation of the fuelsystem 100 according to an embodiment of an invention disclosed herein.In this embodiment, the apparatus 200, (i.e., the nano-jet filter 200which can be likened to the nano-jet filter 125 of FIG. 1) is shown witha single set of aligned magnetic members 217. The nano-jet filter 200includes a fuel inflow interface 210 operable to couple with a fuel line(not shown in FIG. 2) for the intake of fuel. Fuel, (represented bysmall arrows in these figures) may be directed by the fuel inflowinterface 210 toward a fuel channeling chamber 235 along the path 211.The fuel channeling chamber 235 is enclosed by a chamber body 236. Thechamber body 236 typically comprises a composite metal or plasticsuitable for handling high-pressure fuel lines. The fuel inflowinterface 210 may be seated in the chamber body 236 using a gasket 215.

Further, the chamber body 236 holds the aligned magnetic members 217 byproviding a junction point with a gasket 231 for seating an assembly 230with the aligned magnetic members 217 disposed thereon. In thisembodiment, two magnetic members 217 are shown; one depicted on thebottom side of the nano-jet filter 200 and one depicted on the top sideof the nano-jet filter 200. The alignment of these magnetic members 217creates a channel by which fuel flowing through the nano-jet filter 200passes through a hyper magnetic field created by the alignment of thenorth and south poles of the magnetic members 217. Having the magneticmembers 217 disposed within the fuel channeling chamber 235 allows thefuel to come into direct contact with the magnetic members 217.

Because the aligned magnetic members 217 are disposed on an assembly230, the entire assembly 230 (which includes the magnetic members 217)may be removed from the fuel channeling chamber 235 via its accesspoint. This allows for the cleaning of the magnetic members 217 as wellas allowing for the changing of the magnetic members 217 to providedifferent configurations of alignments (e.g., more fuel paths, strongermagnets, etc.) without having to replace the entire nano-jet filter 200.The access point may typically be a threaded junction point such thatthe assembly 230 may be rotatably secured to the chamber body 236.

After the fuel passes through the hyper magnetic field, it continuesalong the path 221 to a fuel outflow interface 220 that is coupled backto the fuel line (again, not shown in FIG. 2). The fuel outflowinterface 220 may be seated in the chamber body 236 using a gasket 240.

In this embodiment, the fuel channeling chamber 236 allows for a singlepath for fuel to flow from the fuel inflow interface 210 to the fueloutflow interface 220. Other embodiments (described below) provide aplurality of paths for fuel to flow from the fuel inflow interface 210to the fuel outflow interface 220. Furthermore, this embodiment showsthe fuel inflow interface 210 and the fuel outflow interface 220 arearranged to direct fuel flow into the fuel channeling chamber 235 andfuel flow out of the fuel channeling chamber 235 in a paralleldirection.

Using such a nano-jet filter 200 in conjunction with a nano-jet saver(300 and/or 400 described below) provides a means for ferric granulesthat may be present in dirty fuel to be removed before entering into anano-jet saver. By removing larger particulates, the operating life ofthe nano-jet saver may be greatly improved. Thus, using a system thatincludes both a nano-jet filter 200 and a nano-jet saver 300/400improves fuel efficiency and reduces emissions, particularly when thefuel being used is of a lower quality and/or grade.

FIG. 3 is a cutaway plan view of a second apparatus 300 for helping toimprove fuel efficiency and to reduce emissions in a fuel system 100according to an embodiment of an invention disclosed herein. In thisembodiment, the apparatus 300, (i.e., the nano-jet saver 300 which canbe likened to nano-jet saver 128 of FIG. 1) is shown with a two separatesets of aligned magnetic members 340 and 341.

The nano-jet saver 300 includes a fuel inflow interface 310 operable tocouple with a fuel line (not shown in FIG. 3) for the intake of fuel.Typically the nano-jet saver 300 follows a nano-jet filter 200 in a fuelflow line. Fuel, (again represented by small arrows in these figures)may be directed by the fuel inflow interface 310 toward a fuelchanneling chamber 335 along the path 311. The fuel channeling chamber335 is enclosed by a chamber body 336. The fuel inflow interface 310 maybe seated in the chamber body 336 using a gasket 312.

Further, in this embodiment, the chamber body 336 holds two sets ofaligned magnetic members 340 and 341 by providing two assembly junctionpoints with gasket for seating assemblies 330 and 331 with the alignedmagnetic members 340 and 341 disposed thereon. In this embodiment, tomagnetic members 340 and 341 are shown as sets of three magnets; onedepicted on the bottom side of the nano-jet saver 300, one depictedcentered in the nano-jet saver 300, and one depicted on the top side ofthe nano-jet saver 300. As before, the alignment of these magneticmembers 340 and 341 creates channels by which fuel flowing through thenano-jet saver 300 passes through a hyper magnetic field created by thealignment of the north and south poles of the magnetic members 340 and341. Having the magnetic members 340 and 341 disposed within the fuelchanneling chamber 335 allows the fuel to come into direct contact withthe magnetic members 340 and 341. Furthermore, having multipleassemblies 330 and 331 with multiple magnetic members 340 and 341disposed thereon, several channels for fuel flow are created, therebyincreasing the total effectiveness of the breakdown of the fuel.

As before, because the aligned magnetic members 340 or 341 are disposedon a single respective assembly 330 or 331, each individual assembly 330or 331 (which includes the respective magnetic members 340 or 341) maybe removed from the fuel channeling chamber 335 via its respectiveaccess point. Again, this allows for the cleaning of the magneticmembers 340 and 341 as well as allowing for the changing of the magneticmembers 340 and 341 to provide different configurations of alignments(e.g., more fuel paths, stronger magnets, etc.) without having toreplace the entire nano-jet saver 300. The access point may typically bea threaded junction point such that the assembly 330 or 331 may berotatably secured to the chamber body 336.

After the fuel passes through one or more magnetic fields it continuesalong the path 321 to a fuel outflow interface 320 that is coupled backto the fuel line (again, not shown in FIG. 3). The fuel outflowinterface 320 may be seated in the chamber body 336 using a gasket 322.

The nano-jet saver 300 may further include one or more flush plugs 351and 352 secured in a flush plug seating such that when the flush plug isremoved, the fuel channeling chamber 335 may be exposed for flushing.

FIG. 4 is a cutaway plan view of a third apparatus 400 for improvingfuel assisting with efficiency and reducing emissions in a fuel system100 according to an embodiment of an invention disclosed herein. In thisembodiment, another version of a nano-jet saver 400 is shown with asingle set of aligned magnetic members 421 but with the fuel inflowinterface 410 and the fuel outflow interface 460 at a perpendicularangle to each other.

The nano-jet saver 400 includes a fuel inflow interface 410 operable tocouple with a fuel line for the intake of fuel. Fuel may be directed bythe fuel inflow interface 410 toward a fuel channeling chamber 432 alongthe path 420. The fuel channeling chamber 432 is enclosed by a chamberbody 450. The fuel inflow interface 410 may be seated in the chamberbody 450 using a gasket 431.

Similar to the previous embodiment, the chamber body 432 holds a set ofaligned magnetic members 421 at an assembly junction points with gasketfor seating an assembly 430 with the aligned magnetic members 421disposed thereon. In this embodiment, one set of aligned magneticmembers 421 are shown as a set of three magnets; one depicted on thebottom side of the nano-jet saver 400, one depicted centered in thenano-jet saver 400, and one depicted on the top side of the nano-jetsaver 400.

As before, the alignment of these magnetic members 421 creates channelsby which fuel flowing through the nano-jet saver 400 passes through ahyper magnetic field created by the alignment of the north and southpoles of the magnetic members 421. Having the magnetic members 421disposed within the fuel channeling chamber 432 allows the fuel to comeinto direct contact with the magnetic members 421. Furthermore, havingthree magnetic members aligned in this manner creates two distinct pathsfor fuel flow through the fuel channeling chamber 435 as depicted by thesmall arrows in FIG. 4. Again, this increases the total effectiveness ofthe magnetic fields.

As before, because the aligned magnetic members 421 are disposed on asingle assembly 433, the entire assembly 433 (which includes therespective magnetic members 421) may be removed from the fuel channelingchamber 432 via its access point for configuration change or cleaning.The nano-jet saver 400 may further include a flush plug 430 secured in aflush plug seating such that when the flush plug is removed, the fuelchanneling chamber 432 may be exposed for flushing.

After the fuel passes through one or more hyper magnetic fields, itcontinues along the path 435 to a fuel outflow interface 460 that iscoupled back to the fuel line. The fuel outflow interface 460 may beseated in the chamber body 450 using a gasket 440. Additionalconfigurations of aligned magnetic members and fuel channeling paths arefurther contemplated, but not discussed herein for brevity.

While the subject matter discussed herein is susceptible to variousmodifications and alternative constructions, certain illustratedembodiments thereof are shown in the drawings and have been describedabove in detail. Furthermore, those skilled in the art will understandthat various aspects described in less than all of the embodiments may,nevertheless, be present in any embodiment. It should be understood,however, that there is no intention to limit the invention to thespecific forms disclosed, but on the contrary, the intention is to coverall modifications, alternative constructions, and equivalents fallingwithin the spirit and scope of the invention.

1. An apparatus for assisting with reduced fuel emissions and increasedfuel efficiency, the apparatus comprising a fuel inflow interfaceoperable to couple with a fuel line for the intake of fuel; a fuelchanneling chamber coupled to the fuel inflow interface, the fuelchanneling chamber operable to direct the flow of fuel through theapparatus; at set of aligned magnetic members disposed within the fuelchanneling chamber such that the flow of fuel passes through a magneticfield created by the set of aligned magnetic members; and a fuel outflowinterface operable to couple to the fuel line to facilitate the flow offuel from the channeling chamber back to the fuel line.
 2. The apparatusof claim 1 wherein the fuel inflow interface further comprises a gasketfor seating the apparatus to the fuel line.
 3. The apparatus of claim 1wherein the fuel outflow interface further comprises a gasket forseating the apparatus to the fuel line.
 4. The apparatus of claim 1wherein the fuel channeling chamber further comprises a single path forfuel to flow from the fuel inflow interface to the fuel outflowinterface.
 5. The apparatus of claim 1 wherein the aligned magneticmembers are disposed such that the fuel flowing though the fuelchanneling chamber comes into direct contact with the magnetic members.6. A method for reducing emissions when burning fuel in an internalcombustion engine, the method comprising: directing fuel into a fuelchanneling chamber prior to burning the fuel in the internal combustionengine; passing the fuel through a magnetic field such that the fuelcomes into direct contact with magnetic members that induced themagnetic field; and directing fuel out of the fuel channeling chamberinto the internal combustion engine.
 7. The method of claim 6 furthercomprising reducing the number of particulates in the fuel when the fuelis passed through the magnetic field.
 8. The method of claim 6 furthercomprising reducing the size of fuel molecules from approximately 300nanometers to approximately 3 nanometers when the fuel is passed throughthe magnetic field.
 9. The method of claim 6 further comprisingconfiguring the magnetic members to produce a pre-defined hyper magneticfield.
 10. The method of claim 6 further comprising improving fuelefficiency and reducing fuel emissions in the internal combustionengines by passing the fuel through the magnetic field.
 11. A system,comprising: a nano-jet filter having first set of aligned magneticmembers disposed within a fuel channeling chamber such that flow of fuelpasses through a hyper magnetic field created by the first set ofaligned magnetic members, the hyper magnetic field operable to removeparticulates from the fuel; and a nano-jet saver having second set ofaligned magnetic members disposed within a fuel channeling chamber suchthat flow of fuel passes through a second magnetic field created by thesecond set of aligned magnetic members, the second magnetic fieldoperable to reduce granularity of the fuel.
 12. The system of claim 11,further comprising a third set of aligned magnetic members disposedwithin the fuel channeling chamber of the nano-jet saver such that theflow of fuel also passes through a third magnetic field created by thethird set of aligned magnetic members.
 13. The system of claim 11wherein each set of aligned magnetic members are disposed on an assemblysuch that the assembly may be removed from the fuel channeling chambervia an access point.
 14. The apparatus of claim 13 wherein the accesspoint comprises a threaded junction point such that the assembly may berotatably secured to a surrounding body of the fuel channeling chamber.15. The system of claim 11 wherein the fuel channeling chamber in thenano-jet saver further comprises a plurality of paths for fuel to flowfrom a fuel inflow interface to a fuel outflow interface.
 16. The systemof claim 11 further comprising a flush plug disposed on the nano-jetsaver and secured in a flush plug seating such that when the flush plugis removed, the fuel channeling chamber is exposed for flushing.
 17. Thesystem of claim 11 disposed within a fuel system of an internalcombustion engine such that fuel flows through the system prior toreaching the internal combustion engine, wherein the fuel is filteredand granularized for more efficient burning and burning with reducedemissions.
 18. A system for reducing emissions in a vehicle having aninternal combustion engine, the system comprising: a fuel tank suitablefor holding fuel to be consumed in an internal combustion engine; anemissions device for transforming the fuel to burn more efficiently andless emissions, the emissions device including a fuel channeling chamberhaving a set of aligned magnetic members such that the flow of fuelpasses through a magnetic field created by the set of aligned magneticmembers; an internal combustion engine operable to use fossil fuel toconvert energy from a chemical reaction into rotational energy; and afuel line suitable for providing a fuel flow path from the fuel tankthrough the emissions device and to the internal combustion engine. 19.The system of claim 18, further comprising: a fuel pump disposed betweenthe fuel tank and the emissions device along the fuel line, the fuelpump operable to pump fuel from the fuel tank through the fuel line; anda fuel filter disposed between the fuel pump and the emissions devicealong the fuel line, the fuel filter operable to remove largeparticulates from the fuel in the fuel line.
 20. The system of claim 18,further comprising a fuel injection system disposed between theemissions device and the internal combustion engine along the fuel line,the fuel injection system controlled by an engine control unit andoperable to inject fuel from the fuel line into combustion chambers inthe internal combustion engine.